For 16 years, TMS president Eddie Gossage has been a stout backer of the
series. IndyCar chief executive officer Randy Bernard, on the job for two years,
has reciprocated with back-of-the hand treatment. Consider some recent
developments.

In 2010, TMS regained the valuable date after the Indianapolis 500 and helped
build on energy created by that race. Detroit, off the circuit for three years,
got the race this season, and the event was a buzz-killing flop.

IndyCar has awarded a city-streets race to Houston for 2013. That directly
cuts into TMS’ market.

Before the Firestone 550, Bernard told the Indianapolis Star that he has received “a tremendous amount
of interest” from the Circuit of the Americas outfit in the Austin area. That
track, scheduled to put on a Formula One race in November, is under construction
in southeastern Travis County.

Bernard threw in the most outrageous and illogical statement of all. IndyCar
would look more favorably upon a return to TMS, he said, if the series would
promote the race, too.

Gossage inspires varied opinions. On one point, there is universal agreement.
No one is better at elevating the profile of a race through innovation and
promotion. Gossage is the master showman.

“I’ve been told I need help many times through the years, but never when it
comes to promoting,” Gossage said on Sunday. “I appreciate his interest in my
job, but we’ve had a little bit of success over the last 16 years. But he can
fill out an application.”

Bernard is likely rattling sabers in an attempt to strengthen his position
for the upcoming negotiations with TMS. The key element will be the
“certification fee.” (Tony Soprano and his goombahs called this “a taste.”)
IndyCar wants more from the golden goose that is TMS.

What Bernard must accept is IndyCar needs TMS far more than the reverse.
IndyCar is full of medium-market venues such as Baltimore, Milwaukee and Des
Moines. It needs the attention boost that racing at big-market TMS brings.

Gossage is weary of annoyances such as sniping from back-of-the-pack drivers
such as Oriol Servia, saying “perhaps some of them should sit out a Texas race
if they think it’s too much for them.” Gossage wants to continue the
relationship with IndyCar, but there are limitations.

“They really need to focus on the great racing and the incredible skill of
the drivers,” Gossage said. “That’s what the fans really care about. The rest is
a big turnoff.”

The participants get it.

“We love this place,” said John Barnes, the respected co-owner of Panther
Racing. “What Gossage has done here speaks for itself. He’s the best promoter in
our sport. He’s an unbelievable asset to IndyCar racing. We thank him for his
support.”

Most, if not all, of the drivers get it, too.

Justin Wilson and Graham Rahal led drivers in pushing for changes after Dan
Wheldon’s death in a multicar wreck on the high-banked oval of Las Vegas last
October. They wanted an arrangement in which drivers would have to steer the car
rather than just go along for the rocket ride. There would be changes in speed
to accommodate the car and the track, and that would eliminate “pack”
racing.

It all came to pass. TMS presented a race that was both safe and interesting.
There were three wrecks, each involving only one car.

Wilson won, with Rahal second after a brush with the wall in the fourth turn
knocked him out of the lead with a bit more than two laps remaining. If it were
up to Wilson and Rahal, the series would return without reservation.

“The goal here is to put more butts in the seats and more eyes on the
television,” Rahal said. “If racing like this keeps helping, I’m all for
it.”

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